Electromechanical propulsion system for trains.



H. PIEPER. ELEGTROMEGHANIGAL PROPULSION SYSTEM FOR TRAINS.

Patented Mar. 18, 1913.

APPLICATION FILED JUNE 8, 1912.

2 SHEBTSSHEET 1.

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2 H a by My WE Mn T 1 A L m 3 B ,3 c D, 2 D D H E m m 4 W 3 S 1 E 4. f l l l l P I h v I) *m im/ k 1,056, 1 1 9, Patented Mar. 18, 1913.

2 SHEETS-SHEET 2.

HENRI PIEPER, OF LIEGE, BELGIUM.

ELECTROMECHANIOAL PROPULSION SYSTEM FOR TRAINS.

Specification of Letters Patent.

Patented Mar. 18, 1913.

Application filed June 8, 1912. Serial No. 702,586.

To all whom, it may] concern Be it known that I, HENRI PIEPER, subject of the King of Belgium, residing at Liege, Belgium, have .invented certain new and useful Improvements in Electromechanical Propulsion Systems for Trains, of which the following is a specification.

The-present invention relates to a system of propulsion for trains composed of seve1tal.vehicles, of the mixed or electromechanical typ-e, comprising heat motors in combination with electric machines and batteriesiof accumulators.

1 As is well known in the mixed or electro-meclianical system, the heat motor directly-drives the wheels by means of a magnetic or similar clutch, and by toothed gearing, while the electric machine is placed in parallel with the battery and coupled mechanically to the heat motor. The heat motor is generally dimensioned for average power so that the electric machine serves, when hills areencquntered, to increase the power by working as a motor, and, as a generator, to store up energy during descents.' In purely electric systems various systems of connections are known, for examplethe Sprague system, in which several vehicles are coupled together 111 order to form a single train and controlled from a single central point where the guard is stat-ioned. 'Itis, however,-not possible to employ these methods of connection in electro-mechanical systems, since disadvantages are occasioned. which are not present in the purely electric system. If, for example, the ditterent wheels of the vehicles have different diameters owing to unequal wear, or if the .difi'erent electric machines possess different characteristics, various disadvantages result which the employment of series inc-tors does not produce in the purely elcctrical system. It may happen that the batteries are unequally charged, that some cells of the battery are worn out very rapidly,

and that the total motive power of the entire train is considerably reduced by an unequal utilization of the differentmachines. Similar disadvantages are present if the known connections, which serve to control a vehicle from one of several points, are employed when using shunt-wound motors. They are still more apparent in e'lectro-mechanical systems; in this case the electric machines have to work alternately as inotors and generators, this change in function being made rapidly, and it is known that in such cases it is diflicult to obtain all the machines with the same characteristics. Moreover, the electrical machines do not wort with the strongest field during the greater part of the time they are in service, but with a very weak excitation, so that it is nearly impossible to obtain the same char-' acteristic for the electric machines. Finally, it is necessary to further consider, in regard to the purely electrical system, that the installation comprises batteries which are alternately charged and discharged, and that, owing to unequal charging and discharging currents, the premature destruction of the batteries-is easily possible.

The object of the invention is a system'of connections which obviates these disadvantages and which takes into account the peculiarities of the electro-ineclianical system.

In the accompanying drawings, Figure 1 shows the different elements of the electro- .mechanical propulsion system for a train having three vehicles in one form of con- 'necti'on according to my invention. is a diagram comprising the same elements asFig. 1, showing another form of connection according to my invention.

Fig. 2

Fig. 3 is a modification of the arrangement represented in Fig. 1. Fig. 4 is a diagram of another modification of my invention, showing a train of two vehicles and employing a simplification of the electrical coupling of the vehicles. Fig. 5 shows another embodi .ment of my invention in the'case of a train ;of three vehicles and represents another Zmanner of simplifying the electrical arrangement of each vehicle.

Fig. 6 gives a modification of my invention, in which I show an arrangement to place in or out of circuit one or more of the batteries of the train. Fig. 7 represents a diagram showing in a completely detailed form the embodiment of my invention in the case of a train having two vehicles. I According to the invention the electrical machines and batteries of all the vehicles of the train are connected in series.- In this manner unequal demand on the electric machines and also on the difiiercnt batteries is prevented. This part of the system of connection, constituting the subject of the inventlon, is represented in Fig. 1, where 1- vided with several electrical machines andseveral heat motors. The controhof the en-- tire train is effected, in the known manner, from the guards van. I

'By employing series connections as in Fig. 1, there are still several disadvantages It may happen, for example, that one of the groups is running, While the other groups are still at rest. v v

According to Fig. 2, the invention provides for the employment, in addition to the series connection, of another connection" in which the different groups of electric machines and corresponding batteries are inde pendent of one another, each electric ma chine working only with its corresponding battery. With this object switches 4' are provided which allow the electricmachines in each group to .be connected with the battery 3 appertaining thereto. At the ends. of the train. switches are obviously not necessary owing to the presence of the end connections. The particular connections shown in Fig. 2 are particularly emplo ed when starting the train. In order to de me the period during which the two systems of connection are to.

be respectively employed, and to determine the right moment to change from the one to the other, it is necessary to especially take into account the weak field excitation existing during a large period of-service in the electro-mechanical system, and the disadvantages resulting therefrom. The connection in separate groups will preferably only be employed so long as the field strength is a maximum, and the connections will then be changed when the speed is regulated by the variation of the field of' the electric machines. If a magnetic clutch is employed which is introduced, in the known manner,

between the motors and the wheels, the

changing of the connections takes place, ac-

cording to this irrvention, at about the same time as the magnetic clutches are switched in. The field excitation is, at this moment,

at its maximum, and the electric machines can only work as motors and the source of energy.

Thecontrol of the train is effected by the arrangement in Fig. 2, in the following manner :During the starting of the different power groups the switches 4 are closed and, thesystem is divided into separate battery as, a

groups, so that each group starts-independently of the others. The. switches 4- still" remain closed when starting the different ve-f hicle'sof the train by the r0 essive'sw'itching in of the magnetic c utc es. clutches have been completely put in circuit-the switches 4 are opened, the field ex- After the 7 instant still at the maximum. The connection forming the separate. groups is. then changed into the series connection of. the

electrical equipment of the whole train. The series connection is retained for normal running, but obviously the connection in sepa-. rated groups can be employed during normal. running if desired. By this combination of the serles connection and the connection in separate groups on the one hand there is obtained, a convenient starting of the different power groups and a certain starting of the whole train, and on the other hand, an unequal demand on the batteries and dynamos during normal running is avoided.

The method of realizing the connection in series as shown; in Fig. 1, in which all the electric machines and all the. batteries are placed directly one behind the other, can be modified so that the batteries and electric machines are placed in series alternately, as

in Fig. 3. In this manner a reduction of the normal voltage is obtained. Fig. 3, compared with Fig. 1, shows also that the direction'in which the different vehicles are placed in the train'is of no importance, since neither direction alters the successive order of the electric machines and batteries in the series'co-nnection; k

The arrangement can be simplified by connecting up the electric machines andthe. v battery of each vehicle in a single conductor and employing the frame of the vehicle, that is to 'sayfarth, as the second conductor. But to admit of the vehicles being placed in the train in either direction it is necessary. to provide an automatic or hand-operated throw-over switch, which permits of. putting the electric machine and'battery in circuit always in the proper direction. Fig. 4

shows such. a throw-over switch 5 which can be moved from position 'I. to position II and vice-versa, according to the direction in which the vehicle is placed in the train.

When itis not desired to use, the vehicle frame'as the conductor for the return current, it is necessary to use, on each'vehicle, a

' second special conductor in additionto that which containsthe electric machine and bat tery. Fig. -5 represents such a system comprising a special conductor 6; adefinite order of the electric machines and batteries is thus assured, whatever may be the direction in which the vehicle is placed in the train. The connection in series is of particular importance in the case of the electromechanicalsystem of propulsion, as it permits of putting in or out of circuit one or more of, the electric machines and batteries, and, in

consequence, renders'itpossible to regulate the speed within very considerable limits,

the number of revolutions varying in proportion to the numbern -ofb'att'eries not di'sconnected to the number of electric machines not disconnected. Supposing, for example,

' three electric machines and three batteries and, by placing the two electric machines out of circuit, a speed of 15 kilometers per hour; the normal speed can be thus varied in the proportion of l to 9 without taking into account the normal regulation of the speed by the variationof the magnetic field,

which is possible'in the proportion of 1 to -3 up .tol to 10.

When placing the electric machines and batteries in and out of circuit, it is necessary to prevent sudden variations in the current and to efiect the operation gradually; in the case of the electric machines this is accomplished by a variation of the field, which is reduced gradually to zero, and vice-versa; in the case of the batteries, with the same object, the difierent cells can be gradually placed in or out of circuit byemploying (see ,the vehicle represented at the right handside of Fig. 6) a hand switch or an The auxiliary motor is directions and so that it is dependent upon the strength of the current, thereby rendering a 'too rapid rise or' fall of the voltage impossible. Instead of putting the cells progressively in'or out of circuit, the introduction of a battery into the circuit can be effected by having in series with the battery.

a resistance which reduces the voltage. The resistance 7 (see thevehicle at the left hand side of Fig. 6) and the battery 3 can be short-circuited bymeans of a switch 8,the battery being out of action. In order to put the battery in circuit the switch 8 is first opened, automatically or by hand, and then value is zero.

the resistance 7 is gradually reduced until its circuit the reverse operation is accomplished by progressively inserting the resistance 7 and then closing the switch 8. Obviously the cutting in or out of the resistance can be made dependent on the strength of the currentin orderto prevent a too rapid-variation of the voltage.

' appliances is effected in the Well-known tions.

. The control ofthe switches, of'the auxiliary motors, and of the other necessary resents this arrangement of the control showing bya detail diagram the conneconning theseparated groups and the connections of thegroups 1n series,in ac guidance with theinvention, and in the case of a train composed of two vehicles. The

'two vehiclesflare equipped with the sameapparatus, theelements being distinguished in the drawing by applying the indexes 1 To put the battery out ofor Q to the letters of reference according to which vehicle the element is associated. The two vehicles are electrically connected to one another by two power lines XI, XII and by five auxiliary wires 10, 11, 12, 13, 14. The high tension lines XI, XII connect the batteries B 13, and 13,, B. and the rotors D and D of the electric machines and the gas regulators L and L The connection of the conductors XI, XII at the end of the train is preferably effected by hand. The low tension wires 10 to 14 receive their current from the battery of the control ve-- hicle and supply the current to the exciting coils F F, of the electric machines, to the magnetic clutches K K. to the appli' ances S S for reversing the gas engines M M to the ignition magneto-machines Z Z and to the different controlling electro-magnets of the train. The magnets N and N serve to connect the electricinachines with the corresponding battery. The magnets 0 P and 0 P respectively servein one direction of running to connect in circuit the rotors D,,-D -of the electric machines'and the magnets of the reversing arnets T and T respectivelyact to shortcircuit the starting resistances V V of the rotors D D The controllers C and C provided at the ends of the train and serving to control the vehicles, comprise respectively contact drums G G and H H specially combined for the object in view, the drums G and G serving to change the direction of running and the drums H and H serving to, regulate the field of the electric machines and the magnetic clutches. For starting up the electric niachines'as well a's for starting the vehicles, connections are employed forming separated groups, each of said groups comprising an electric machine and thecorresponding battery; in effect, the placing inseries of all the electric machines and all the batteries is not advantageous, because an unequal distribution of-the voltage of the machines may result and in consequence a derangement of the electrical e uilibrium.

"and M. D is effected for instance by means of the controller C, in the following manner: The drum Gr is brought in position a according to the direction of running and the drum H in position]. Consequently the field windin s F F areexcited via earth 20, drum in, line 19, battery 13,, line 18, drum Gr,, line 17, drum'H,, line 21, 11 and then in parallel; on the one hand, in the first vehicle through line 22 and Winding F, to earth 23 and on the other hand, in the second vehicle, through line 22 and winding F, to earth 23. The resistances X, are shortcircuited at this moment and the field of the electric machines is a maximum. Simultaneously the magnets N,, N, are excited via earth 20, drum G,, line 19, battery P1,, line 18, drum (3,, line 17, drum H, and then in parallel through line 16 to magnet N earth 15, and through line 27, 10 27 10 to-inagnet N,, earth 15 The excited magnets N,, N, close their rel'ay contacts, whereby the connections forming separated groups is completed. The drum G, moved in position 7/, causes the excitation of the magnets P, 'O, and P 0,; the current taking the following path: earth 20, drum G line 19, battery 15,, line 18, drum G,, line 24, 13 and then in parallel in the first vehicle through line 25 to magnets 0,, P, and earth 2G, and in the other vehicle through line 2.3 to magnets 0,, P, and earth 2G. The magnets 0,, P, and'O,, P closing their relay contacts the two following independent circuits each including an electric machine and a battery are now for-me In the control vehicle: battery B',, resistance V,, contacts of the relay I,, armature D,, contacts of the relay 0,, winding line 1),, line XI, contacts of the relay line XII, line. XI, battery 13,; and in the second vehicle: battery B,, resistance V,, contacts of the relay 1 armature 1),, contacts of the relay 0,, winding L line XI, line XII, contacts of the'relay N,, line XI, battery 13,. The resistances V, and V, are then shorten-muted respectively by means of the magnets T, and T excited in derivation to the power lines respectively via line 28, magnet T,, earth 26, and line 28 magnet T,, earth 26. The electric machines now start as motors receiving current from the battery associated therewith and bring the thermal motors up to speed the reversing a1 angements S, and S being excited respectively over contacts of the relays O, and O, or Q, and Q, according to the direction of running. In this way the different groups of heat motors and electric machines start absolutely independently of one another. This indcpendency is equally important for starting the. whole vehicle. The excitation ofthe magnets N,, N, must be maintained during the. putting in circuit of the magnetic hitches K,, K. which is effected by gradi ally shortcircuiting the resistances IV, bv moving the controller drum II, from position I to V,.the magnets of the clutches K,, K, being excited over the following path: earth 20, drum G,, line 19,

battery T3,, line 18, drum G,, line 17, drum IL, resistances line 29, 12 and then in parallel through line 80 to clutch K,, earth 31, and through line 30 clutch K earth 31 As already explained in connection with Fig. 2, the moment of changing from the connection forming separate groups to the placing in series of all the electric machines and batteries, is so chosen that the electric machines are at this instant still fully excited. The contact surface H, of the controller C, is combined in Fig. 7 so that in position V the field regulating resistances X, are still sllortcircuited and the resistances'W', of the clutches are not quite out of circuit, at the moment, when the magnets N, and N, are disconnected, the drum II leaving in position V the fixed contact of the lines 16, 27 including the magnets N, and N and when consequently the change from the separated connections to-the series connections is effected, the de'energized magnets N, and N, open their relay contacts. The series connection effected in position V of the controller C, includes the electric inachines and batteries of the whole train in the following way: batteries 13,, B,, contacts of relay 1 armature 1),, contacts of relay 0,, winding L,, line XI, Winding L,, con% tacts of'relay 0,, armature D,, contacts of relay 1 batteries B,, B and back to bat teries T5,, B, through lines XII and XI. After the electric machines and batteries of the two vehicles have been placed in series the controller C, etiects first the placing completely in circuit of the magnetic clutches K, and K,, by shortcircuiting in position VI the rest of the resistances 7,, and then the regulation of the speed of the electric machines by varying the fields F, and F, by means of the resistances X, being gradually placed in circuit by moving the drum H, from position VI to XI.

These resistances must obviously be dimensioned in the case of two vehicles so that the same exciting current corresponds to the position of the handle of the controller as in the case of a single vehicle.

In addition to the methods of carrying out the invention as described there can be obviously other modifications. For example instead of two vehicles as in Fig. 7 there can be three or more equipped according to the diag'am given in this figure. Further, in stead of magnetic clutches any other method of clutching for instance a mechanically op- .erated clutch may be employed and it is evident that thetype, construction and arrangement of the thermal motor, electric machines, batteries, controller and the other parts of my system might be Widely varied without departing from the spirit and scope of my invention. Hence I would have it understood that I- do not. limit myself to the particular construction and arrangement of parts shown and described.

, Having fully described my invention,what

I desire to claim and secure by Letters Patexit is "1., An electro-mechanical propulsion system fortrains having a plurality of vehicles, comprising heat motors, electric machines coupled thereto, batteries working in combination with the electric machines, means for connecting the electrlc machines} tem for trains having a plurality of vehir cles, comprisingheat motors, electric machines coupled thereto, batteries Working in combination with the electric machines, means for connecting the electric machines and batteries of each vehicle in separate groups,- means for connecting the electric machines and batteries of the whole train in series, magnetic clutches between the motors and the driving wheels, resistances adapted to be gradually cut out in order to connect the clutches in circuit, and means for changing the connection in separate groups to the connection in series of the electric machines and batteries at about the moment when the clutches are fully connected in circuit.

3. An electromechanical propulsion system for trains having a plurality of vehicles, comprising heat motors, electric machinescoupled thereto, batteries working in conjunction with the 'electric machines, said electric machines and batteries being arranged alternately along the length of the train, means for connecting the electric machines and batteries of each vehicle in separate groups, means for connecting the electric machines and batteries of the whole train in series, means for regulating the speed by varying the field of the electric machines, and means for changing from the one system of connections to .the other at about the commencement of the speed regulation. I v

4. An elect-ro-mechanical propulsion sys-' tem for trains having a plurality of vehicles, comprising heat motors, electric machines coupled thereto, batteries working in conjunction with the electric machines, a single conductor running the length of the train containing the electric machines and batteries, a second conductor constituted by the vehicle frames, means for connecting the electric machines and batteries of each vehicle inseparate groups, means for connecting theelectric machines and batteries of the whole train in series, conductors at the ends of each vehicle, and a switch for connecting the ends of the electric group of each vehicle with said conductors so that in' whichever direction the vehicle may be placed in the train the electric group of the vehicle can be connected in circuit in the desired direction with respect to the polarity of the Whole installation.

5. An electro-mechanical propulsion system for trains having a. plurality of vehicles, comprising heat motors, electric machines coupled thereto, batteries working in conjunction with the electric machines, means for connecting the electric machines andbatteries of each vehicle in separate groups, means for connecting the electric machines and batteries of the whole train in series, and a regulating resistance in series with each battery by which one or more of the batteries can be gradually placed in or out of circuit, the variation of the resistance being dependent upon the strength of the current.

In testimony whereof I have hereunto set my hand in presence of two subscribing witiesses.

HENRI PIEPER.

Witnesses E, M. Harem, A. DEMENE.

Copies 01 this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I), 0. 

